Jax_Chief

Every new project from PMDG = the same ol posts... i call em scare tactics or lack there of. Thanks JR

ATR's are positioned in the same manner at many airports. Here at KJAX, American has the tail abeam the gate and uses a "board" that runs from the jetway to the rear door for loading/unloading pax. Nose pointing out towards the taxi way. Its pretty cool to watch them taxi in and see all the fod get blown into the new "C" concourse... FOD at an airport? i know right... haha In regards to the JS41 GPU question. I cannot speak for the commercial flights, but every now and then when I worked for the FBO on the field, we would get JS41's in all the time. Most preferred a GPU. Some would do a battery start. It depended on how much of a hurry they are in and what type of battery the airplane was equipped with. On the DHC8's many oversea's carriers prefer to have the lead acid battery vs nicad's. As the lead acid can take a bit more abuse than the nicads due to excessive charging / discharging. Remember when starting the 41, always start the number 1 first when using a GPU. The rampie that has to disconnect the GPU on the fuselage directly behind the #2 jet pipe will thank you for this... Otherwise he isn't going any wheres near that cord while the #2 is purring away... Starting Sequence for the GPU- Fire up #1, Turn on #1 Gen, Disconnect GPU, Fire off the #2, Turn on #2 Gen and haul butt.

On the CRJ700 / 900, there are 2 spools that are under high tension that the door cables wrap around. This acts as a counter weight. When you rig the door, you have to get that spool dead on. If your a 1/4 off in either direction (rotation of the spring / spool) the door will be to heavy to open or to hard to close. The DHC8's have a similar mechanism as well do many other aircraft. The fun part when rigging those cargo doors, is you better have a high grade / stainless rig pin or you will blow the spool out. tightening or loosing the tension sucks.. You need alot of leverage to do any adjustments. Thanks JR

A little off the topic but on the DHC8, the rear cargo doors have a stop that keeps the door from closing completely until you pull the level and release the stop. The door is on a track and slides upwards. The reason for this was a rampie was working the cargo bay and the door fell on his head and killed him. I think it was at Piedmont if im not mistaken. Funny how we always correct problems after there is an accident. Thanks JR

Possible yes, practical no. To the best of my knowledge, there is no civilian aircraft (revenue flight and no revenue for that matter) that can legally take off with one engine inop. In a practical sense, you can do a single engine takeoff on a DHC8 I know for sure. (Dont ask me how I know this ). Thanks JR

I think people read to much into whats said between the lines... Thanks JR

any chance on getting this fixed? mine aint workin neither.... Thanks JR

love the entertainment Thanks JR

I dont know of any modern aircraft that the pilots can see whats behind them while there seated in the cockpit looking forward... I suppose they could ask the flight attendants to open the curtains so they can use the rear view mirror? haha I'v been a rampie and im also a pilot. As a pilot i dont trust any ones judgement but my own... and as rampie, i didnt even trust my own judgement.. haha I like the idea of having a tug or lektro.. means more job security.. Thanks JR

Without watching all 4 videos again, I thought there was a statement about a product which was still being kept secret aside from the DC-6, 772, and the 744? If i remember correctly there was a Q&A at the end of the last video where one person asked if it was indeed an airbus and Robert said, and i'm paraphrasing, no comment. On a side note, i personally think its wise to let PMDG make statements as to what they are and are not going to make. Don't take that the wrong way, as i'm not into being involved in "forum wars." Take it more as constructive criticism. Putting out a hypothetical here; Everyone in the forums say no there is not going to be an airbus etc... 2 years from now, Robert or whom ever says hey, guess what! were giving you a sneak peak to the upcoming scarebus! Prior to that announcment, jo bob and his cousin billy bob read earlier that, no there isn't going to be an airbus and get all behooved because now, pmdg lied to us.... See where im going here. Again the above is a hypothetical and one should not read too deeply into it. Point i'm trying to make is that we are customers / prospective customers. Its not our place to say "what company policy is" at any given time. I for one don't mind the 50 sum odd posts asking the same question. It gives me some reading material and every now in then some new information, so to speak, on another topic of related interests. Again please don't take this the wrong way. Thanks Again JR

Has PMDG said there will not be an airbus? Please cite the source if so... Thanks JR

He works for the same company that I do. We are a MRO that "specializes" in regional jets. Currently at our location in FL we have 3 DHC8-202's in the hangar. 2 of them our going through 40K inspections (just about the heaviest check you can do on a dash 8. Every inspection that DHC8 gets in maint. is done on a 40k +/- a few.), the 3rd just went through a C check and we will be doing a B check on it. Long live the DHC8 Maint Manuals............ nuff said. haha As far as the difference between a Q series and a "non-Q series;" The Q series for is equipped with a ANVS system. Brief Description of the system: "A. The Active Noise And Vibration System (ANVS) is installed in the passenger compartment to decrease the noise and vibration caused by the aircraft propellers. B. The ANVS supplies secondary noise and vibration fields in the passenger compartment that cancel the original noise and vibration fields. C. The ANVS goes into the active control mode when the Aircraft (A/C) pressure and tachometers are in range. D. The ANVS resets when the Weight−On−Wheels (WOW) input shows that the A/C has landed." In laymens terms, there are a few dozen small microphones installed throughout the cabin the pickup noise levels in the cabin while in flight. These levels are computed in the NVS computer and then the NVS controller sends signals to several thumpers (Mini subwoofers) installed in the cabin the emit low freq sound. The sound emitted by the thumpers is at the same frequency, if you will, as the vibrations throughout the cabin caused by the props "pushing" air against the cabin. This therefor cancels out the vibrations caused by the props and less noise is heard and felt within the cabin. To put it even more simple, haha, Noise & vibration from the props is being canceled out by noise being emitted from the thumpers. Its pretty cool when we have to calibrate the ANVS during maint. You have to keep the hangar quite for a few hours while these thumpers rumble away and the system calibrates its self. There are a few other differences in the Q series as compared to a "traditional" DHC8 but there isn't anything major. Thanks JR

Strict Standards: Declaration of group_forum_breadcrumb::sendOutput() should be compatible with that of output::sendOutput() in /opt/webdocs/newsite/forum/hooks/group_forum_breadcrumb_d29bf565a59f776807044fd19e49258a.php on line 107 No engine on a modern commercial aircraft can be 100%, from start to finish, be swapped in 15min... Its physically impossible. If you had 100 some odd people maybe.. but the paperwork, logbooks, etc.. alone cant take a good hour or two. As for as dropping and engine and hanging another, you have to to an inspection in between and that can take a few mins to get signed off. On a DHC8-200 with the PW123D's I can drop and engine with a crew of 4 total in appx 2 hours. This is from the aircraft off the flight line to the crate on the back of a truck. This includes s/n verification's, work card documentation, etc.. etc.. We can hang an engine and have it run ready in appx 2 - 3 hours. It takes another 1 - 2 hours to do engine runs (engine trim and leak check). This of course is the perfect scenario, you are always guarenteed to find an opps, aw sh**, uhh, whered that come from, etc.. type problem any time you do maint. on an a/c. There are also times when you do not have a QEC'd (Quick Engine Change Unit) engine ready to hang. If thats the case you strip the engine you drop from the a/c and build up a basic engine to put back on.. This, for the PW123D, takes a solid day or two with a good crew and all parts on hand. I'll see if i can dig up some maint ref's to post that show some of the steps when removing or installing an engine... Best Regards,JR

Can someone from pmdg comment on this as well?ThanksJR

Only thing that I dont like about the CRJ700 is the 280 beam. From a maint standpoint, everytime a 700 came in the door for a B check, we would have to replace part of the 280 beam due to corrosion from the galley... what a pain in the neck..... JR

DAL6722 @ A10 in KJAX with non-stop service to KATL ThanksJR

Here at KJAX every now and then a small airliner will pushback from the gate using reverse thrust. Mainly, ATR's when the lektro or pushbacks are not in service. Of course it gets the airport ops guys running around in a hoot when this happens. ThanksJR

Gotcha, Long shot but I have issues with FSDT addon scenery. Dissapearing textures which result in a CTD and at the end of the day its releated to my mobo. Wasnt sure if it might be somehow releated.. haha ThanksJR

Ryan, out of curiosity are the hardware specs similar for those with CTD's? ThanksJR

Just my two cents on the how to use a checklist topic. For solo operators the idea of the a check list is to go Item 1 - Task - Confirm/Take Corrective Action | Item 2 ... etc... In the world of 2 crew operations the flow is more like as follows:Check ListItem 1 - Master Battery (On) The communication between PF and PNF would be: PNF - Master Battery {the pnf does not say what state the master battery should be in. he only says "Master Battery")PF - Master Battery On {then the PNF confirms on the checklist that the master battery is supposed to be on} Then the PNF would continue to Item # 2 and so on. So in a way the PF is doing the checklist by "memory" however, the PNF is the saftey and ensuring that each item is in the correct state as stated by the PF. If the makes sense. Some airlines may have there own rules / regs on how the checks are conducted but in general this is the format used. ThanksJR

I dont think he means hes checking the GW via the FSX fuel / payload menu. He is comparing the GW via the NGX Fuel Menu and the GW via the Init page. Those 2 GW figures are not matching up. ThanksJR

I picked up an OCZ Agility 2 SSD and within a month it was dead... There appear to be some issues with the OCZ SSD's that OCZ has said they havnt figured out yet how to cure. I.e. Sleep mode may cause your SSD to "lock" and render the drive useless. I asked how to "unlock" the drive and OCZ said I would need to get an RMA as the only way to supposedly do it is by the mfg. Basicly I have to keep getting a new drive from them every month until they come up with a fix.... Def wouldnt recommend an OCZ drive. Have no idea if other SSD's are having issues with sleep mode though. But I did like windows, fsx, and other programs firing up in a heart beat... JR

Evening,Which model of the Rockwell Collins hgs is modeled in the ngx. We have the 2900 installed in a few -8's that ill be recertifying in the coming weeks. Very curious to see how the real-life hgs compares to the ngx..ThanksJR

The magic carpets are nice to a point.. most of the time there a pain in the neck and its easier to load the bins without using them... You can always tell when a new guy is loading the bin with a magic carpet, they usally have to unload after noticing that the carpet is already fully extended... hahaThanksJR

In regards to the Mesa DHC8's. My company is doing C checks on 2 of them right now, 437 & 454. We have been having alot of problems with the HSI's on both of those aircraft and parts are almost impossible to get ahold of without paying an arm and a leg. Good ol' Mesa for you...JR